2012 ford mustang Reviews and News

Nowadays, it's no longer difficult to make a powerful muscle car, as evidenced by the proliferation of high-zoot ponycars that offer an honest 400-or-more horsepower. And while they are all exceedingly good at their number-one task: off-the-line acceleration, most aren't terribly well rounded performers. That makes the Boss 302 Mustang a standout in this now-crowded field.

When the Boss 302 was unveiled last summer, you might be forgiven for thinking this glory-days rehash was little more than the middle offering in the firmament of similarly nostalgic muscle Mustangs. The Boss gets 444 hp from its 5.0-liter engine. The Mustang GT already makes 412 hp from its 5.0-liter DOHC V-8. The Shelby hits the 550-hp mark, using a supercharged version of the old, 5.4-liter V-8.

But as it turns out, the Boss is much more than simply a middle offering. At the reveal of the Boss at Laguna Seca raceway in Monterey last August, Ford was emphasizing the car's focus as a track machine. That's particularly true of the Boss 302 Laguna Seca edition, in which a much stiffer suspension and an X-brace in place of the rear seat are two of the most notable manifestations of that car's mission.

More recently, I had a chance to drive a Boss 302 Laguna Seca at an autocross event at Ford's proving ground. Although the beautifully controllable, oversteer-happy chassis was loads of fun, the most surprising and impressive aspect of the Boss was the free-revving nature of its modified 5.0-liter V-8. Where so many big American V-8s seem to labor as they climb the tach, the Boss V-8 is much more lively. It makes its peak hp at 7400 rpm, and it revs all the way to 7500 rpm -- well past the GT's 7000-rpm redline or the Shelby's 6250 rpm.

Back home, I now have had a chance to spend some street time in the car. This time it was a standard Boss 302. In this real-world environment, this Mustang impressed with its polish.

The 302-cubic-inch V-8 emits a sharp bark when you're getting on it, but does not drone on tiresomely when you're just cruising. If that's too mellow for you, however, one can remove the restrictor plates to open up the side exhaust outlets. Speaking of the exhaust, it hangs low, and scrapes on speed bumps even when taken at a crawl; on a similar note, the aggressive front spoiler looks pretty vulnerable too -- park with care.

The clutch (which uses carbon fiber plates) is a tad heavy, as one might expect, but take-up is very easy, as is throttle tip-in and modulation. The six-speed manual -- the only gearbox available -- is a special, close-ratio unit. Its shift action stands out from the industrial feel of many muscle-car mechanisms. Its throws are ultra-short (as is its gear lever) and shift action is very positive action. Nice.

So, too, is the steering. The wheel is covered in a suede-like material that feels great. Effort is adjustable (as it is in other Mustangs); normal and sport are both good; only comfort is somewhat overboosted. For an electric-assist system, the feel is very natural. The system is also impervious to tramlining, despite the wide tires.

The Boss suspension is firmer than that of the GT, and yet ride quality is surprisingly livable. It's a little stiff and bouncy at times, but this car easily absorbs ridges, bumps, and crests without beating up passengers -- even though it's riding on 19-inch wheels on ultra-low-profile 40- and 35-series rubber. Bumps encountered mid-corner, however, can cause the live-axle Boss to skip sideways. The Boss has adjustable damping rates -- at the top of the shock tower under the hood (or in the trunk), where you select 1 through 5 by turning a tiny slot with a screwdriver.

My Kona blue test example had the optional Recaro sport seats (which are combined with the Torsen limited-slip differential in the lone option package). Those sport seats do a great job keeping you in place during high-g turns and yet they're also quite comfortable for a long highway trip. All seat adjustments are manual, however.

In fact, the rather basic -- okay, cheap -- interior, and the long list of missing optional equipment, are really the only two factors that might put someone off from making this most endearing Mustang as an everyday driver. Among the options not available here, but offered on the GT, are navigation, a power driver's seat, a glass roof, a backup camera, satellite radio, and Sync. The absence of some of those is perhaps understandable, but satellite radio and Sync?

That said, the Boss 302 thrills as a special edition that really is offers something unique; it's not just a Mustang GT with more. At $41,105 ($11,000 more than a base GT), the price doesn't even seem that outrageous for a car that is sure to be of interest to future collectors (4000 will be built, 750 Laguna Secas). And compared to the $8500-more-expensive Shelby GT500, with its max-everything overkill, the Boss is sharper, more fun, more focused, and more polished. This muscle car with finesse is truly a horse of a different color.

We covered the 2012 Ford Mustang Boss 302 extensively in the November issue of Automobile Magazine (or here, or here, or here) as part of our package of the 10 Greatest Mustangs Ever. And, on the cover of that issue, we asked: "Will the new Boss 302 be number 11?"

Now that we've driven it, the answer is a resounding yes.

Simply put, the Boss 302 is the best of all of the current Mustangs. It's the best expression of a modern muscle car and, frankly, it's the best all-around sports car to wear a Mustang badge. Unburdened with the extra weight and disproportionate thrust of the supercharged GT500, unafflicted with the GT's cushy suspension, and unfettered by the V-6's incorrect soundtrack, the Boss 302 is, to us, exactly what a Mustang should be.

OK, so it still has an old-tech live-axle rear suspension. But that characteristic -- and the resulting skittishness over mid-corner bumps -- is, at least, a part of the Mustang's charming character. And, as we've said in the past, Ford's engineers have done a remarkable job of taming that beast.

On the track, where the suspension doesn't need to cope with mid-corner bumps, the Boss 302 is the very picture of perfect chassis balance. The Boss 302's shocks are adjustable, but we would never mess with the settings the factory dialed in for our drive around Mazda Raceway Laguna Seca. With only the slightest hint of understeer built in, this Mustang becomes infinitely and easily throttle-adjustable. Applying maintenance throttle through long sweepers invokes smooth four-wheel drifts that require neither big steering corrections nor stability control intervention to modulate. Indeed, in Sport Mode, the ESP will intrude only if your sideways attitude starts increasing more quickly than your steering inputs, and even then, its light-handed interventions never slow you down one bit.

The changes to the 5.0-liter V-8 are exactly what you'd expect from a Boss -- lots and lots of revs. Forged pistons and significant improvements to breathing move the power peak up in the rev range to a shocking 7500 rpm, right as the limiter kicks in. Few cross-plane V-8s rev this high, and few produce the acoustic fury that comes from the 302. With two additional exhaust outlets (one per side, just in front of the rear wheels), the brutal Mustang music takes on an even more staccato wail, and the additional revs help produce a primal scream unlike anything else on the road. The engine's peak torque is down 10 lb-ft, but you'd never notice it while driving -- there's plenty of thrust everywhere in the rev range. Shorter, 3.73:1 gears in the limited slip differential (optional on other Mustangs) help this V-8 make minced meat out of the first few ratios. Putting the power down is no problem, and you'll row through first, second, and third so quickly you won't have time to notice that you're already at 90 mph. Sorry, officer.

The Boss' ride over broken pavement is impressive, and the Mustang's long wheelbase helps eliminate any of the choppiness you'd expect from a firm ride. The upgraded, 14-inch front brakes (taken from the Shelby GT500) were easily overheated at Laguna Seca (a track notorious for killing brakes), but will likely survive less abusive tracks and aggressive back-roads blasts.

The Laguna Seca edition of the Boss 302 ditches the back seats in favor of a visible cross-brace for added chassis stiffness. It also features a slightly larger (26 mm instead of 25 mm) rear anti-roll bar, stiffer rear springs, a Torsen limited-slip differential and R-compound Pirelli Corsa tires mounted on rear wheels that are an inch wider than the standard Boss 302's. Result: an even crisper, better-balanced Boss that's even easier to control at the limit. We love it, but we're not sure the extra $6995 is worth the increased performance and drop in practicality unless this Boss winds up being a track-day toy.

Either 302, however, is available with the coolest feature of them all: the TracKey. Once a dealer reflashes this Mustang's computer, starting it up with the red TracKey switches the engine management programming to a more aggressive calibration. There's no more power, as the 444-hp 5.0-liter is maxed out as it is, but two big, immediately noticeable things occur. Firstly, the lag usually programmed into the throttle pedal (both on depression and release) is gone, and the Mustang suddenly feels like its accelerator pedal and throttle butterfly are connected by a cable. Every car should be so lucky. Secondly (and this may the coolest computer-controlled automotive feature ever), at idle, the computer alters cam timing to maximize valve overlap. The result: a lopey idle no different than if you had spent thousands installing ludicrously hot cams.

How Ford's powertrain engineers got the Boss to pass emissions tests with a stuttering, loping idle, we'll never know. But we're stoked that they did, because we could sit and listening to an idling Boss 302 all day long. That alone is worth the price of admission -- and the bonus is that the rest of the Boss 302 is just as awesome.

At $40,995 (including destination), the Boss 302 isn't exactly cheap in absolute terms, and it's nearly twice as expensive as a base Mustang. It's four times the car, though. And it's not only $8500 less dear than the Shelby GT500, it's a better all-around car, too. In those terms, the Boss looks like quite the value. There's all the financial justification you'll need to buy one. The emotional reasoning starts and ends with savoring the sound of that unbelievable idle.

Americans have had a forty-plus-year love affair with the Mustang, and is it any wonder? This is the purest distillation of the American muscle car found anywhere in the U.S. market. The Mustang was completely redesigned two years ago, so styling-wise, it pretty much stands pat for 2012. As for powertrains, the base 'Stang gets a 3.7-liter V-6 that pumps out 305 hp and is touted as the first 300-plus-hp engine to return 30 mpg, and the GT marks the return of the 5.0-liter V-8 with an impressive 412 hp. At the top of the Mustang lineup is the Shelby GT500, boasting a 550-hp, supercharged V-8 and a price that tops the $50,000 mark. For even sharper performance, an SVT package with special tires, lighter wheels, a higher axle ratio, and stiffer springs is available for the GT500. The new-for-2012 Boss 302 resurrects a historic name and also offers exceptional performance at a price that undercuts the Shelby by some $10,000. If you are a track maven and want a Mustang geared for on-track performance, the Boss 302 Laguna Seca, with a stiffer body, firmer chassis setup, and special aero package, may be for you. The base and GT models can be had with a six-speed manual or a new six-speed automatic, while the Boss 302 and the GT500 come with the manual only. Available as both a coupe and a convertible, this pony is a solid competitor that won't back down from its Chevy Camaro and Dodge Challenger competitors.

Now that the Toyobaru twins have arrived on our shores, it's a good time to be an enthusiast. The Scion FR-S and Subaru BRZ add to the multitude of enthusiast-friendly cars that can be had for under $30,000, including the Ford Mustang V-6, Hyundai Genesis coupe, Mazda MX-5 Miata, and the VW GTI. So just because there isn't enough money in the piggy bank to get a Mercedes AMG or BMW M car, these cheap thrills prove that all hope is not lost for a racy set of wheels. The hard part is deciding which one you would pick.

Today marks the 48th anniversary of the Ford Mustang. The original car was launched on April 17, 1964, at the New York World's Fair. To pay tribute to the storied pony car, we decided to take a brief look back at the history of the Ford Mustang.
First Generation -- 1964-1973
The so-called "1964 and a half" Mustang came equipped with a 2.8-liter inline six engine and three-speed manual transmission, and cost just $2368. Though Ford planned to only sell about 100,000 Mustangs per year, over 417,000 were sold during the car's first twelve months on the market. Launching in the spring was something of an unusual move: new cars were almost always unveiled in the fall in that era, so by showing off the new Mustang as an "early 1964" in April, Ford hoped to gain more media coverage and public interest.
In 1965, Ford launched the Shelby GT350 model with a 306-hp, 4.7-liter V-8 engine. It was followed two years later by the Shelby GT500, which had a 7.0-liter V-8 good for 355 hp. And in 1968, Ford replaced the 289-cubic inch (4.7 liters) V-8 with a 302-cubic inch (5.0-liter).
Second Generation -- 1974-1978
The Ford Mustang was all-new for 1974, becoming 19 inches shorter in length and 490 pounds lighter than the bloated 1973 model. Neither a V-8 nor a convertible model are offered; the coupe and new notchback are available with a 90-hp, 2.3-liter inline-four engine or a 100-hp, 2.8-liter V-6. These decisions were made, in part, in response to the ongoing oil crisis that had caused many Americans to buy smaller, less powerful cars.
A V-8-powered model was launched in 1975, but the 5.0-liter was available only with an automatic and produced just 130 hp. To help appease convertible fans, a version of the Mustang with removable glass "T-tops" was added for 1977; the V-8 also received an optional four-speed manual transmission the same year.
Third Generation -- 1979-1994
In 1979, Ford launched the "Fox body" Mustang, based on the same Fox platform that was used for a variety of vehicles ranging from the Mercury Zephyr to the Ford Thunderbird. Though longer and taller than the Mustang II, the new car was still 200 pounds lighter than its predecessor.
Engine choices comprised a 2.3-liter inline-four, a 140-hp turbocharged version of that engine, a 2.8-liter V-6, a 3.3-liter inline-six, and the 140-hp 5.0-liter V-8. Sadly, the 5.0-liter was dropped for an "economy-minded" 119-hp 4.2-liter V-8. A year later, tighter emissions controls forced the V-8's power down to 115 hp, while the turbo four-cylinder engine was canceled.
The Mustang GT returns in 1982 with a 157-hp, 5.0-liter V-8 engine, and a Mustang convertible returns for 1983. Other important upgrades include the addition of fuel injection to the V-8 model in 1986, a driver's airbag becoming standard in 1990, and the launch of the special SVT Mustang Cobra in 1993. The Cobra used a specially modified 5.0-liter V-8 with 235 hp, and also had various handling and braking upgrades. There also is a 107-unit run of race-only Cobra R models.
Fourth Generation -- 1994-2004
For its fourth generation, Ford claims that 1330 of the Mustang's 1850 parts were redesigned. That included making the body stiffer, and dropping the hatchback body to leave just the coupe and convertible. The GT model's 5.0-liter V-8 engine made 215 hp, while the SVT Mustang Cobra got an upgraded version of that mill with 240 hp.
In 1996 the venerable 5.0-liter engine was phased out in favor of a 4.6-liter "modular" V-8, making the same 215 hp as its predecessor. The Cobra scored an all-aluminum dual-overhead cam version of the engine with 305 hp.
For 1999, the Mustang received a thorough redesign to the "New Edge" design, including more creases and angular body parts. The base 3.7-liter V-6 engine is upgraded to 190 hp and gets special 35th anniversary badging to commemorate the car's birthday.
To pay homage to the car driven by Steve McQueen in the classic movie "Bullitt", Ford launched the Mustang Bullitt GT in 2001. It had unique side scoops, 17-inch wheels, and a unique lowered suspension. Then in 2003, the company launched another special edition with the Mach 1 (inspired by the 1969-1973 Mustang Mach 1). It wore unique 17-inch wheels, a "Shaker"-style hood, a 305-hp version of the 4.6-liter V-8 engine, and special black leather meant to recall that of the 1960s cars.
Fifth Generation -- 2005-?
The fifth and current generation of the Ford Mustang launched in 2005 with an entirely new design. Production also moved from Dearborn, Michigan to Ford's factory in Flat Rock, Michigan. Production of the 2005 model starts in fall 2004; engine and body choices were again limited to a coupe and convertible, and V-6 and V-8. In 2007, the Shelby GT500 was launched with a supercharged 5.4-liter V-8 good for 500hp. In 2010 the Mustang received a mild redesign to freshen its appearance, adding numerous retro touches.
The biggest news for this generation of car came in 2011, when Ford launched two new engines for the Mustang. The new base engine was an all-aluminum 3.7-liter V-6 with 305 hp and 280 lb-ft, while the upgrade engine marked the return of the famed "5.0" with an aluminum 5.0-liter V-8 producing 412 hp and 390 lb-ft. The new year also marked a change for the GT500, which scored an all-aluminum engine good for 550 hp. The Mustang Boss 302, which has a 5.0-liter engine upgraded to 444 hp and sundry chassis upgrades for track uses, debuted for 2012.
The most recent updates to the Ford Mustang come in the form of a facelift with new lighting for 2013. The V-8 engine gains eight horsepower, for a total of 420 hp.
An all-new Mustang is expected for 2014 or 2015. It may wear futuristic "Kinetic 2.0" styling inspired by the Ford Evos concept, and could adopt independent rear suspension. There's even talk of the Mustang returning to a turbocharged four-cylinder engine -- but for now, much of that is speculation.
Source: Ford

If you thought the 2013 Shelby GT500 had too much power, wait until you hear what Shelby American has cooked up for the 50th anniversary of the original Cobra: the 950-horsepower Shelby 1000, and the track-only 1100-horsepower Shelby 1000 S/C.

We live in an age of CAFE ratings, emissions concerns, and increasingly expensive gasoline – but despite all this, the high-horsepower muscle car wars continue. In fact, with the new 2012 Ford Mustang Boss 302 Lagnua Seca and the 2012 Chevrolet Camaro ZL1 on the market, the competition may be more intense than ever.
Motor Trend decided to let these two performance-tuned machines square off, and let professional racing driver Randy Probst pilot the two around the tight, challenging course at Inde Motorsports Ranch. Which car is deemed the victor? You’ll have to watch the clip below
We know what you’re thinking: doesn’t the ZL1’s supercharger make it more of a Shelby GT500 competitor? Perhaps. Seeing as a new, insanely powerful 2013 GT500 is just around the corner, MT promises to pit the Camaro ZL1 against the new supercharged Mustang as soon as possible. Stay tuned.
Stay tuned to the Motor Trend Channel for more original programming updated on a daily basis.
Click here for video

The 2011 Best Driver’s Car competition continues this week on the Motor Trend Channel. In the last installment of BDC, Jonny Lieberman and Justin Bell took a look at the field of contenders. In this episode, experienced racing driver Randy Pobst flogs the contestants around Mazda Raceway Laguna Seca raceway to separate the contenders from the pretenders.

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Recalls

FORD IS RECALLING CERTAIN MODEL YEAR 2011-2012 FORD F-150, 2012 EXPEDITION AND LINCOLN NAVIGATOR, AND 2012-2013 MUSTANG VEHICLES, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NOS. 102, "TRANSMISSION SHIFT LEVER SEQUENCE, STARTER INTERLOCK, AND TRANSMISSION BRAKING EFFECT" AND 108 ¿LAMPS, REFLECTIVE DEVICES AND ASSOCIATED EQUIPMENT.¿ THESE VEHICLES MAY HAVE A TRANSMISSION RANGE SENSOR (TRS) THAT WAS CALIBRATED OUT OF SPECIFICATION FOR REVERSE GEAR.

Consequences

IF THIS CONDITION EXISTS, THE TRANSMISSION MAY NOT GO INTO REVERSE OR WHEN THE DRIVER PUSHES THE SHIFT LEVER IN THE REVERSE ¿R¿ POSITION AND THE VEHICLE¿S TRANSMISSION DOES GO IN REVERSE, THE ¿R¿ MAY NOT ILLUMINATE ON THE DASHBOARD OF THE F-150, EXPEDITION, OR NAVIGATOR MODELS AND/OR THE BACKUP LAMP ON THE REAR OF THE F-150, EXPEDITION, NAVIGATOR, OR MUSTANG VEHICLES MAY NOT ILLUMINATE. THESE CONDITIONS INCREASE THE RISK OF A CRASH OR A PEDESTRIAN BEING STRUCK DUE TO THE VEHICLE¿S NOT SIGNALING IT IS IN REVERSE.

Remedy

FORD WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT AND REPLACE THE TRS AS NECESSARY, FREE OF CHARGE. THE SAFETY RECALL BEGAN ON JUNE 11, 2012. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.

Potential Units Affected

10,500

Notes

FORD MOTOR COMPANY

Recall Date

12-31-1969:21:35:20

Component

EXTERIOR LIGHTING:BACK UP LIGHTS

Summary

FORD IS RECALLING CERTAIN MODEL YEAR 2011-2012 FORD F-150, 2012 EXPEDITION AND LINCOLN NAVIGATOR, AND 2012-2013 MUSTANG VEHICLES, FOR FAILING TO COMPLY WITH THE REQUIREMENTS OF FEDERAL MOTOR VEHICLE SAFETY STANDARD NOS. 102, "TRANSMISSION SHIFT LEVER SEQUENCE, STARTER INTERLOCK, AND TRANSMISSION BRAKING EFFECT" AND 108 ¿LAMPS, REFLECTIVE DEVICES AND ASSOCIATED EQUIPMENT.¿ THESE VEHICLES MAY HAVE A TRANSMISSION RANGE SENSOR (TRS) THAT WAS CALIBRATED OUT OF SPECIFICATION FOR REVERSE GEAR.

Consequences

IF THIS CONDITION EXISTS, THE TRANSMISSION MAY NOT GO INTO REVERSE OR WHEN THE DRIVER PUSHES THE SHIFT LEVER IN THE REVERSE ¿R¿ POSITION AND THE VEHICLE¿S TRANSMISSION DOES GO IN REVERSE, THE ¿R¿ MAY NOT ILLUMINATE ON THE DASHBOARD OF THE F-150, EXPEDITION, OR NAVIGATOR MODELS AND/OR THE BACKUP LAMP ON THE REAR OF THE F-150, EXPEDITION, NAVIGATOR, OR MUSTANG VEHICLES MAY NOT ILLUMINATE. THESE CONDITIONS INCREASE THE RISK OF A CRASH OR A PEDESTRIAN BEING STRUCK DUE TO THE VEHICLE¿S NOT SIGNALING IT IS IN REVERSE.

Remedy

FORD WILL NOTIFY OWNERS, AND DEALERS WILL INSPECT AND REPLACE THE TRS AS NECESSARY, FREE OF CHARGE. THE SAFETY RECALL BEGAN ON JUNE 11, 2012. OWNERS MAY CONTACT FORD MOTOR COMPANY CUSTOMER RELATIONSHIP CENTER AT 1-866-436-7332.

Potential Units Affected

10,500

Notes

FORD MOTOR COMPANY

Recall Date

12-31-1969:21:35:50

Component

AIR BAGS:FRONTAL:DRIVER SIDE INFLATOR MODULE

Summary

Ford Motor Company (Ford) is recalling certain model year 2005-2014 Mustang vehicles manufactured April 6, 2004, to June 21, 2014, and 2005-2006 GT vehicles manufactured February 20, 2004, to September 22, 2006. The affected vehicles are equipped with a dual-stage driver frontal air bag that may be susceptible to moisture intrusion which, over time, could cause the inflator to rupture.

Consequences

In the event of a crash necessitating deployment of the driver's frontal air bag, the inflator could rupture with metal fragments striking the driver or other occupants resulting in serious injury or death.

Remedy

Ford will notify owners, and dealers will replace the front driver side air bag inflator, free of charge. The recall is expected to begin July 13, 2015. Owners may contact Ford customer service at 1-866-436-7332. Ford's number for this recall is 15S21. Note: This recall supersedes recall 14V802 in its entirety. Additionally, vehicles that have had their driver side frontal air bag replaced previously as part of a recall remedy need to have their air bag replaced under this recall as well.